Railway car



Feb. 16,1932. J. R. BLACKHALL ET AL 1,845,223

RAILWAY CAR Origina1.Filed May 1, 1929 2 Sheets-Sheet l Felt 1 6, 1932.

J. R.- BLACKHALL ET AL RAILWAY CAR 2 Sheets-Sheet 2 Original Filed May 1, 1929 Patented Feb. 16,

UNITED STATES PATENT OFFICE aomr ROBERT BIiAOKHALL, HIGHLAND PARK, AND HARVEY S. PABDE'E, OF RAVHVIA, ILLINQIS; SAID PABDEE ASSIGNOR TO SAID BLACKHALL RAILWAY OAR Original application filed Kay 1, 1929, Serial No. 359,480. Divided and this application iiled Iay 29, 1930. Serial 210. 456,885.

This invention relates to railway cars, and with regard to certain more specific features, to electric railway cars in which a single truck is used.

This invention is a division of the invention set out in the co-pending application of John Robert Blackhall and Harvey S.

the underframe and axles; and the provision of a carof the class described in which said insulation is complete and effective. Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly comprises the elements and combinations of elements, features of construction, and arrangements of parts which will be exemplified in the structure of which will be indicated in the following claims.

In the accompanying drawings, in which is illustrated one of various possible embodiments of the invention,

Fig. 1 is a plan view of a chassis used to support an underframe of a car;

Fig. 2 is a section taken substantially on line 2-2 of Fig. 1, certain portions being removed;

Fig. 3 is a cross section taken on line 33 of Fig. 2;

Fig. 4 is an enlarged side elevation taken outside of one supporting spring, parts being broken away for clarity; and,

Fig. 5 is a fragmentary horizontal section taken on line 5-5 of Fig. 2.

Similar reference characters indicate corresponding parts throughout the several views of the drawings.

It will be understood in connection with the following descriptionthat the car construction includes a suitable body and an underframe supporting'the body.- The underframe is supported on the chassis contially rigid structure which. is adapted to be set down upon and held to the chassis.

The chassis is referred to by numeral 83 in Fig. 1, and comprises two axles 85 and worm reduction gears 87, driven by propeller. l6

by a framework comprising underslung side frames 99, each of which consists of a truss formed by a tension rod 101 and a double channel compression member 103, each side frame 99 extending beyond each a xle. will be noted from Figs. 2 and 5, that each compression member 103 is held, between downwardly extending lugs 105 of the re spective axle 85. The connection is made by a bolt 107 passing through suitable openings in the members 103, one end of which bolt 107 is provided with a head 109 keyed for non-rotation but slidable movement in one lug 105 so that when the bolt is drawn up by means of its nut 111 it will press together sidewardly located metal blocks 113, these pieces extending inwardly between pairs of rubber pads 30. The pads 30 are held in position lengthwise by angle clips 32 held to the compression member 103. The space 34 is provided between the bolt and member 103, thereby providing complete electrical and sound insulation between the axles and chassis. Electrical insulation through resilient rubber insures sound insulation. Figs. 2 and 3 show how other rubber strips 36 separate the blocks 113 from the channels of the compression members 103. The element 38 is a metallic spacer between said channels.

Above each suspension of the class above described on each axle 85 is provided a support 115 between which support and a saddle 117 is placed a plurality of rubber pads 119.

The purpose of the saddle is to provide means for holding the tension member 101, this being done by means of U-bolts 121. It is to be noted that the U-bolt fastenings in conjunction with the pin 107 counteract the torque due to the action of the worm drives of the motors. The padded construction is novel, the top of the support 115 being divided into four quadrants by a cruciform rib comprising a transverse fin or rib 28 and a longitudinal fin or rib 40. In each quadrant is placed adjacent the ribs one of said pads 119, each of which is thicker than the height of the cruciform 28, 40, and extending outwardly beyond the cruciform rib. Hence the rubber takes the vertical load, acceleration load and deceleration load and also stress due to side thrust. At the same time there is no metallic contact and hence both electrical and sound insulation is effected.

At the ends of the side frames 99 are provided cross ties 123 which extend sidewardly a distance greater than the width between the frames 99 or treads of opposite wheels 97. At the ends of these cross beams 123 are supported longitudinal springs 125.

The underframe is supported on I the sprin s 125.

Referring to Fig. 4 it will be seen that the actual mounting between the spring 125 and underframe 127 is accomplished by an anchored rubber padded box 129 at one end of the spring and'a box 131 at the other end, in which are rubber s ring connections 135, the latter providing or endwise movement and hence serving as a shackle.

As illustrated in Fig. 1, cross braces or ties 136 are used between the side frames 99 beyond the axles 85, the purpose being to increase rigidity. It will be further noted from Fig. 1 that center braces 137 are used for holding the tension rods 101 and compression members 103 in unitary relation at the center of the car. An inward cant is provided so that the tension rods 101 aid in resisting transverse stresses (Fig. 2).

The motors 91 are mounted on the underframe 127, the universal connections 93 above described providing for the relative movement incurred between the underframe and chassis during operation. The motors are mounted in the positions illustrated in Fig. 1. All the weight of the motors is therefore carried by the springs. Hence the-desirable effect of a low ratio of unsprung to sprung weight is effected. The motors are supported by rubber insulated lugs 132.

The complete separationof the body from the axles at every point of connection by rubber insulating pads, no metallic connections except flexible electric bonds being used, results in exceedingly quiet operation. The vibration generated by the wheels on the track is largely insulated from the underframe and the car body.

Inasmuch as the ends of the springs 125 are anchored in rubber, appreciable movement of the underframe with respect to the chassis is prevented and the thrust in acoeleratin and retarding the car is transmitted throng the rubber and taken up with ease. As described, the shackle end of the spring is connected through the rubber insulators described and in such a manner as to permit motion caused by spring deflection, although this end of each spring does not carry thrusts but takes vertical load only.

It is to be understood thatwhenever the term rubber is used to describe a material, any suitable sound and electrical insulating material is presumed. The use of rubber per se is not essential.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained.

As many changes could be made in carrying out the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

We claim;

1. In a chassis for cars, a plurality of axles, side frames adjoining said axles comprising underslung compression members and upper tension members, means for joining said side frames to the axles, both at the compression and the tension members, comprising connections padded with sound insulating material.

2. In a chassis for cars, a plurality of axles, side frames adjoining said axles comprising underslung compression members and upper tension members. means for joining said side frames to the axles, both at the compression and the tension members, comprising connections padded with electrical and sound insulating material and characterized by having no metal contact.

3. In a chassis for cars, a plurality of axles, side frames adjoining said axles comprising underslung compression members and upper tension members, means for oining said side frames to the axles, both at the compression and the tension members, comprising connections padded with sound insulating material, a car underframe, springs supported by said side frames for connection with a car underframe, said springs being separated from said underframe by sound insulating connections.

4. In a chassis for cars, a plurality of axles, side frames adjoining said axles comprising underslung compression members-and upper tension members, means for joining said side frames to the axles, both at the compression and the tension members, comprising connections padded with resilient sound insulating material, a car underframe, springs supported by said side frames for connection with a car underframe, said springs being separated from said underframe by sound insulatin connections and a motor driven mechanica connection between said axles and underframe and separated from said underframe by sound insulating connections.

5. A sound insulating connection between an axle and a frame comprising a support, ribs on the support, resilient pads ad1acent the ribs extending beyond the area occupied by the ribs and extending above said ribs and a supporting cap on the resilient pads.

6. A sound insulating connection between an axle and a frame comprising a support, ribs on the support, resilient pads ad acent the ribs extending beyond the area occu ied by the ribs and extending above said ri s, a supporting cap on the resilient pads and a tension member bearing upon the cap.

7. In a car, an axle, a side frame connecting therewith comprising an underslung member and anoverslung member, a support for the overslung member and rubber connections between the underslung and overslung members and said axle characterized by the exclusion of metal contact.

In testimony whereof, we have signed our names to this specification this 23rd day of May, 1930.

JOHN ROBERT BLACKHALL. HARVEY S. PARDEE. 

